The Apex Predator: Ferrari SF90 XX Stradale Redefines the 2025 Hypercar Landscape
In the rarefied air of Maranello, certain designations carry a mystique that transcends mere nomenclature. The letters “XX” represent a lineage of Ferrari’s most extreme, track-devouring machines, cars so singular they existed outside the conventional racing or road-legal paradigms. Since 2005, models like the Enzo-derived FXX, the screaming 599 XX, and the hybrid FXX-K have showcased Ferrari’s bleeding-edge technology, pushing performance boundaries exclusively within the hallowed confines of closed circuits and Ferrari’s bespoke track programs. These were not simply fast cars; they were rolling laboratories, pure expressions of engineering devoid of street-legal compromise.
For nearly two decades, the XX program remained an ultra-exclusive club, accessible only to Ferrari’s most loyal and experienced clients, with vehicles produced in mere dozens and strictly prohibited from public roads. Each iteration, often followed by an “Evo” variant, served as a proving ground for innovations that would eventually trickle down into Maranello’s road cars, solidifying their reputation as technological vanguards. They were lighter, more powerful, and astronomically expensive, epitomizing the unbridled pursuit of speed without concession.
Then came the SF90 XX Stradale, a seismic shift in this storied tradition, shattering expectations and redefining what the “XX” badge could signify. This isn’t another track-only weapon; it’s a fully street-legal hypercar, an astonishing blend of raw circuit prowess and road-going usability. Launched for an eager 2025 market, the SF90 XX Stradale, alongside its Spider sibling, represents Ferrari’s audacious experiment to bring the XX experience to a broader, albeit still incredibly exclusive, audience. With 799 Stradales and 599 Spiders slated for production, all 1,398 units were pre-sold to Maranello’s most esteemed clientele—those whose garages already boast a minimum of five Prancing Horses. Starting around €790,000 for the Stradale and €870,000 for the Spider (a roughly 40% premium over the standard SF90), these aren’t merely purchases; they’re invitations into the very forefront of automotive excellence and a strategic investment in a piece of Ferrari history.
Forging the Future: Engineering and Aerodynamics
From an engineering perspective, the SF90 XX Stradale isn’t just an SF90 with a few bolt-ons; it’s a meticulously re-engineered machine. Ferrari claims the SF90 XX is an experiment with the XX label, and the extent of the revisions underscores this assertion. Beyond the doors and roof, few components are interchangeable with the standard SF90. The XX model stretches nearly half a foot longer, reaching almost 191 inches, with the primary extension concentrated at the rear. This design choice serves a critical aerodynamic purpose: positioning the vehicle’s most visually striking feature—a towering, fixed rear wing—far back in the airstream, allowing it to interact with the least disturbed air possible for optimal downforce generation. This marks a significant return for Ferrari, as it’s their first fixed rear wing on a road car since the iconic F50 of 1995, a testament to the SF90 XX’s unapologetic, track-first intentions.
The complete aerodynamic package is a masterclass in airflow management. The front end is entirely redesigned, featuring a host of new inlets and outlets that precisely separate and direct cool and warm air streams, optimizing engine cooling and front-axle downforce. Slots atop the wheel arches, inspired by GT racing cars, reduce pressure buildup within the wheel wells, further enhancing stability and grip. The cumulative effect is staggering: the SF90 XX Stradale generates an astonishing 1,168 pounds of downforce at 155 mph—double that of the standard SF90. This isn’t just about raw numbers; it translates into a physically more planted and confidence-inspiring machine at blistering speeds. Visually, the XX’s aggressive stance, pronounced aero elements, and rugged contours lend it a far more ferocious and intimidating presence than its progenitor, making it instantly recognizable as a top-tier performer in the competitive 2025 hypercar market.
Surprisingly, the XX model shaves only a modest 22 pounds (10 kg) off the regular SF90’s curb weight. This seemingly small reduction belies a meticulous approach to weight saving. Ferrari engineers strategically shed 66 pounds through thinner sheet metal, lighter interior panels, and bespoke racing seats. However, a significant portion of this saving was reinvested into performance-enhancing components: larger, more powerful brakes, the massive rear wing itself, and critically, the robust aluminum legs required to anchor such a substantial aerodynamic device. This intricate balancing act highlights Ferrari’s commitment to maximizing functional performance, even if it means sacrificing headline-grabbing weight figures for tangible track benefits.
The Heart of the Beast: Power and Performance
The powertrain, too, receives the XX treatment, albeit with a “modest” power increase that masks its significant impact on performance dynamics. The 4.0-liter twin-turbo V8 engine, already a marvel, gains 17 hp and 3 lb-ft of torque thanks to revised pistons leading to a slightly higher compression ratio (9.54:1 vs. 9.50:1). The remaining 13 hp of the 30 hp increase, bringing total output to a staggering 1,030 hp, comes courtesy of the sophisticated hybrid system. While the architecture—two electric motors on the front axle (135 hp each) and a single unit between the V8 and gearbox (218 hp)—remains consistent with the standard SF90, the XX benefits from a more aggressively cooled 7.9-kWh battery. This enhanced thermal management allows the battery to consistently deliver more power, contributing to the elevated combined output of 233 hp from the electric components.
Despite the power hike, the hybrid powertrain’s total torque figure remains at 663 lb-ft. This isn’t a limitation of the V8 or electric motors but rather a strategic decision based on the robust yet finite capacity of the eight-speed dual-clutch gearbox. The gear ratios are identical to the standard SF90, a testament to its inherent efficiency. However, the XX inherits the lightning-fast shifting software from the Daytona SP3, a subtle yet impactful upgrade that transforms the gear changes into even more ferocious, race-car-like events. Beyond the mechanical symphony, Ferrari engineers addressed the emotional component of driving a hypercar: sound. A redesigned “hot tube” directly connects the engine bay to the cabin, amplifying the V8’s visceral roar and making every downshift a percussive event. In an era where hybrid powertrains can sometimes dilute auditory drama, Ferrari ensures the SF90 XX delivers an unparalleled aural experience, a crucial element for any high-performance vehicle in the 2025 landscape.
Fiorano Baptism: First Impressions on the Edge
True to the XX moniker, Ferrari invited a select group of automotive journalists and experts, including myself with a decade of high-performance driving experience, to experience the SF90 XX Stradale on its home turf: the legendary Fiorano circuit. My first session was under challenging wet conditions, yet it provided invaluable insights into this exceptional machine.
Crucially, unlike its stripped-down XX predecessors, the SF90 XX doesn’t compromise on creature comforts. The cabin isn’t a Spartan race shell; occupants are treated to air conditioning, a sophisticated infotainment system, and exquisitely crafted carbon-fiber bucket seats with adjustable backrests—a significant improvement over the fixed-back units in the regular SF90. This blend of extreme performance and thoughtful liveability truly blurs the line between a dedicated track machine and a supremely capable road car, a key differentiator in the 2025 luxury performance sector.
On the dynamic front, the XX’s suspension is noticeably stiffer and more purposeful. Roll stiffness has been increased by a significant ten percent, and Ferrari has equipped the car with the manually adjustable Multimatic dampers that were optional on the regular SF90’s Assetto Fiorano package. While the standard SF90’s magnetorheological dampers are an option on the XX, enabling Ferrari’s front axle lift system, the Multimatic units provide a more direct, feedback-rich experience. Even on the damp asphalt, the XX’s nose dives considerably under heavy braking, a characteristic of its aggressive front aero, but its tail exhibits far less lift, resulting in a quieter, more stable rear end during turn-in. Where the regular SF90 could feel as though its axles were contending with each other during corner entry, the XX’s setup fosters a symbiotic relationship, making the newer car remarkably less of a handful despite its formidable power.
Further enhancing the driving experience is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the slick, damp track, I could still brake astonishingly deep into corners, the XX diligently following the steering input. The brake pedal, characterized by its short stroke, maintained exquisite modulation, offering a sublime level of control that inspires immense confidence. The steering, while not as hyper-direct and light as in an F8 or 488, provides a balanced, communicative feel. Its weight increases perceptibly as the front end loads up under braking and lightens again with throttle application, allowing for quick yet measured reflexes—a perfect balance for navigating the nuanced limits of a 1,030 hp hypercar.
Adding another layer of strategic engagement, the XX offers 30 “power boosts” when in Qualify mode. Each boost, lasting up to five seconds, unleashes the powertrain’s full 1,030 hp (compared to 1,017 hp without boost). This ingenious system can shave approximately 0.25 seconds off a Fiorano lap, with around seven boosts typically deployed. The driver’s role is simple: floor the gas pedal. Visually, 30 yellow bars on the digital instrument cluster disappear one by one, signaling depletion. Crucially, these boosts can be “saved” through regeneration, much like in Formula 1 during a preparation lap, adding a tactical dimension to hot-lapping that seasoned drivers will appreciate.
Telemetry and The Master: Chasing De Simone’s Ghost
Later in the day, as the track dried and the mechanics swapped the morning’s Bridgestone Potenza run-flats for sticky Michelin Pilot Sport Cup 2 tires, the true potential of the SF90 XX Stradale began to reveal itself. After a few sighting laps, a data engineer pulled up the telemetry, overlaying my best lap with that of Ferrari test driver Raffaele de Simone, the man who set a new street-car lap record at Fiorano in the SF90 XX Stradale: a blistering 1:17.3, achieved on carbon-fiber wheels and even fiercer Cup 2R rubber. This time was 1.4 seconds faster than an SF90 Stradale Assetto Fiorano, a significant margin in the hypercar realm, though previous XX models had been several seconds quicker than their road-going counterparts. Intriguingly, de Simone achieved his record in CT-Off mode, where traction control is disabled, and stability control intervenes much later, noting that ESC Off is reserved purely for the thrill of drifting.
The data engineer expertly guided me through de Simone’s record lap, corner by corner, illuminating where the master found his speed. At the first braking point, the XX’s nose dove deeply, and the front end responded with razor-sharp precision to steering input. The agile rear end helped pivot the nose in, though a slight looseness at the front was still present, albeit far less than in the standard SF90. My apex speed was only a few km/h slower than de Simone’s, but his genius lay in what followed: a “velvet foot” application of the throttle, gently building to full power, maintaining impeccable traction. His throttle trace was a smooth, gradually descending line. Mine, by contrast, was a vertical plunge, leading to abrupt acceleration that overwhelmed the rear tires, manifesting as hefty outliers in both throttle and steering graphs as I repeatedly lifted and countersteered to stay on track. De Simone had already pulled ahead.
Traction in slow and medium-speed corners proved challenging with so much power, but on the fast stretches, the XX was in its element. De Simone’s speed line soared above mine; he braked later and harder, shortening his braking zones and carrying speed longer. His every input, recorded on the telemetry, appeared flawless, a ballet of precision. I lost further tenths as he accelerated longer between corners where I gave only short bursts of gas. The difference, the engineer explained, was purely down to confidence and talent.
Hard acceleration into fifth gear towards the right turn onto the bridge highlighted the SF90 XX’s newfound aggression. The eight-speed transmission’s shifts, enhanced by the new software, were ferocious—super-fast, accompanied by fierce shocks and the raw sound of a pneumatically operated racing gearbox. Braking hard and deep, dropping two gears for the apex, I arrived at 71 km/h (44 mph) compared to de Simone’s 68 km/h. This initially seemed promising, until the data showed my early release of the brake pedal resulted in understeer, forcing me to wait to get back on the gas. De Simone, meanwhile, had already accelerated away, his speed line dipping below mine once more. Over the crest of the bridge, where the car felt almost airborne, the V8’s revs spiked. On this short straight, the XX hit 180 km/h (112 mph) in fifth gear before a quick downhill brake into a right-hander. Our graphs showed similar patterns, but de Simone’s peaks were consistently higher, his movements more refined.
Into the off-camber turn, the car rotated with a slight, manageable oversteer. The XX felt calmer and more stable here than the regular SF90. I countersteered into the apex, power-sliding to the outside curbstones, utilizing the full track width. The key, the engineer emphasized, was to maintain a small slip angle to avoid losing forward progress, a task made remarkably easier by Ferrari’s Side Slip Control (SSC) electronics. Any passenger would have credited me with de Simone’s abilities, so imperceptible yet effective are SSC’s interventions. The only minor critique for Ferrari’s otherwise brilliantly precise driving aids is the lack of a multi-position traction control setting; it’s currently all on or all off, a potential area for future refinement in the 2025 hypercar evolution.
After a short straight, I dropped two gears for the hairpin, Fiorano’s slowest point, tackled at barely 40 km/h (25 mph). Here, the electric motors on the front axle truly shine, pulling the nose through the corner, the outer wheel doing more work. It’s the one place on the track where the all-wheel drive system is profoundly felt. My telemetry graph in this section showed peculiar undulations, prompting the engineer’s frowning inquiry. “Showboating for the video,” I admitted, sheepishly, acknowledging that camera-friendly oversteer and wheel spin are hopelessly slower than the ideal line, but undeniably fun. His smile reflected a lack of understanding, his advice blunt: “Less show and more go.”
Next came the fastest corner, a high-speed right-hander in fourth gear. The Ferrari test driver hit 192 km/h (119 mph), while I peaked at 176 km/h (109 mph); he arrived faster and dared to get on the gas sooner. The XX entered this turn with significantly more composure and stability than the regular SF90, carrying its speed and poise out again as the immense downforce did its job. This confidence allowed me to get back on the gas earlier without fear of the rear end lightening up. “Let the wing do its job and have confidence,” the engineer advised, “the rear end really stays put.”
De Simone gained further time on the short straight to the final corner, a long third-gear 180. Once again, cornering was a battle against oversteer, as even the semi-slick Michelins struggled with the monumental power. As is often the case with modern supercars, the rubber becomes the limiting factor. With two fat black stripes trailing me out of the turn, my SF90 XX experience on Fiorano concluded.
The XXL Verdict: A New Breed of Hypercar
Comparing my lap time with the official record was, fortunately, not possible due to noise limits on the front straight. A convenient excuse, perhaps, but the sheer fact that a “well-meaning amateur” could reasonably follow Ferrari’s top test driver through certain corners in this monstrous machine speaks volumes about the SF90 XX Stradale’s inherent balance and driver-friendliness.
This is a world-class performer, an absolute apex predator in the 2025 hypercar ecosystem. A 1,030 hp poster child should be terrifying, but the SF90 XX defies that expectation. Instead, it’s remarkably easier to control than the standard SF90, yet it retains its impetuous and combative spirit. The electronic nannies work superbly, allowing drivers to explore the limits undisturbed while maintaining a crucial safety net. With its stiffer suspension and superior aerodynamics, it cultivates a level of confidence that evokes memories of the masterful 488 Pista—a car renowned for elevating its driver far beyond their perceived capabilities on the track.
The SF90 XX Stradale accomplishes that same incredible trick, but unlike its predecessors, it doesn’t demand access to an ultra-exclusive, track-only XX Program. While some purists might debate the “purity” of this road-legal XX, arguing it’s less extreme than the original track-only lineage, there’s no question that it represents an evolutionary leap. It is, unequivocally, an XXL supercar, a bold statement about the future of high-performance automotive engineering, blurring the line between street and circuit in a way no Ferrari has before. It’s not just a record breaker; it’s a tradition breaker, setting a new benchmark for what a street-legal hypercar can achieve.
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